Offset mechanism for sawmill-carriages.



No. 658,|08. Pa tehted Sept. l8, I900.

L. .1. HANHAR'T. OFFSET MECHANISM FOR SAWMILL CARRIAGES.

p ucaeion filed June 20, 1900.

(No Model.) 2 Shegts-Sheet I.

[Illlllgllllllh IIIIII WITNE 5555.

. No. 658,I08. Patented Sepf. I8, I900.

L. J. HANHABT. OFFSET MECHANISM FOR SAWMILL CABBIAGES.

(Application filed June 20, 1900.) v (No Model.) 2 Sheets-Sheet 2.

'INVENTEJFL on. '0. c

Jmcams PETERS 20.. Pno'ro-umm, WASHING! WITNE55E5.

iTED STATES f PATENT FFICE...

LOUIS J. HANHARI, or CINCINNATI, OHIO, ASSIGNOR TO THE; J. A. FAY a EGANCOMPANY, OF SAME PLACE.

OFFSET M ECHANISM FOR SAWMILLeCARR'IA GES.

SPEOIFICATIONforming part of Letters Patent No. 658,108, dated September18, 1900.

Application filed June 20, 1900.; Serial No..2l,0l0. N model.) 7

To aZZ whom it may concern:

Be it known that I, LOUIS J HANHART, a citizen of the United States,residing at (lincinnati, in-the county of Hamilton and State of Ohio,have invented certain new and use-' ful Improvements inOffset-Mechanisinfor Saw mill-Carriages, of which the following is aspecification.

My invention consists in providing a siml0 ple, effective, and durablemechanism of the character described that shall receive its power solelyfrom the truckewheel, so as to avoid lost motion and the effect ofslippage between the truck-axle and its wheel,- and thereby dispensingwith the necessity for so intimate and substantial a connection betweenthe axle and wheelyfurther, in providing an offsetmechanism located tothe outside of the framing of the sawmill-carriage, with the weightthereof carried by the framing and truck-wheel, and, further, in theparts and in the construction, arrangement, and combinations of partshereinafter described and claimed. In the drawings, Figure 1 is a planView of my improved device shown in connection with a carriage withparts shown broken in places. Fig. 2 is a side elevation of the same.Fig. 3 is aside elevation of the oifset mechanism proper. Fig. 4 is aview, partlyin section, on the line w a; of Fig. 3, and partly in sideelevation, the socket and its connection with the carriage-frame and thelever and its connection to the friction plate being shown in sideelevation. Fig. 5 is a section looking from the rear on a linecorresponding to y y of Fig. 4, with the lever in reversed position.Fig. 6 is a plan view of my improved offset mechanism proper. Fig. 7 isan end elevation of the intermediate support. Fig. 8 is a side elevationof the same.

A represents the carriage framing. The framing is supported u pon truckscomprising axles B and wheels 0 C, the wheels being 5 preferably shrunkon the axles. The axles turn in bearings D, secured to the framing, andthe framing is allowed a slight lateral movement upon thetrucks forpurposes hereinafter explained. Preferably the wheels C most distantfrom the longitudinal plane of the saw-blade, which latter is indicatedat E,

are provided with flanges taking to :both sides of their track toprevent lateral displacement of the wheels forming the guide-wheel.Preferablythe end. guide-wheels O of the carriage support a cam or screw1, with a friction device 2 interposed between the camor screw and thewheel. In the form of fric tion device shown the outer side of-the wheelhas a face 3 and a bearing t, into which lat- 6o ter a friction-plate,shown as a cup or hellmouthed'shell5,'takes', the rim of which formsaflange 6. A retaining plate or plates 7, shown as secured to the wheelby bolts 8 against a face 9, hold the friction-plate in the bearing. Afriction substance 10-for instance, rawhide-is placed between the rim ofthe friction-plate and the side of the wheel andthe retaining-plate,respectively, the bolts 8 be-. ing drawn up sufficiently to afiord theproper 7o resistance between the whecl'and the frictionplate for theoperation of the devices. At its outer end the friction plate or shellis provided with cam-faces or screw 1. The shell and screw may beprovided with a longitudi- I nal aperture 11, into which a reduced end12 of the axle may take and, if desired, may be journaled therein. Thisreduced end may, however, be omitted and the axle end at the wheel.Oppositely-arrange d camfaces or a not 16, held against sidewisedisplacement with relation to the framing, connects with the cam-facesor screw 1. A bracket 17 is secured to the framing and extends therefromabove the screw and has a socket 18 therein, into which a shank 19,extending from the nut 16, is adapted to take. The shank is given a longbearing in the socket, but preferably is not held against endwisemovement therein, so that it may readily accommodate litself to Wearbetween thescrew and nut and between the truck and its bearing D on thecarriage-framing. The part of the nut encircling the screwI prefer toform of Babbitt or similar metal 20, surrounded by a bearingbox 21,connecting with the-shank 19. (See Fig. 4.) i

The bearing-box is preferably divided, hav-' ing a cap 22, which. may beremoved or adjusted by means of bolts 23,.connecting the me two parts ofthe bearing through lugs 24: thereon. (See Fig. 3.) This permits Wearbetween the screw and the nut to be readily taken up. It forms a cheapconstruction, as I am thereby enabled to pour the Babbitt or other metal20 into the box about the screw or pattern therefor in a melted state,thus saving machine-work, flanges 25 in the box aiding in holding theBabbitt in place.

The bracket. 17 consists, preferably, of a plate 26, secured to thecarriage-framing, to which the socket 18 is connected by side braces 27,extending to nearly the horizontal plane of the screw, and a top brace28, extending to the socket above the wheel, with a downwardly-extendingweb 29 connecting with the socket, the side braces being also preferablyL'shaped for additional strength.

Arms 31 32 extend from the friction plate or shell at suitable pointsand are preferably provided with sockets 33 for receiving contact-blocks34 35, of wood or other suitable material, which may be adjustabletherein by means of set-bolts 36. Jam-nuts 37 may also be provided. Alug 38 is provided on the bracket 17 to form a stop against which theblocks may strike to limit the rotary movement of the disk or shell andthe consequent lateral movement of the carriage through the medium ofthe screw 1 and the nut 16, as hereinafter more fully explained. A lever39 also extends from the friction plate or shell and is adapted toreceive a connecting-rod 40, connecting the levers of the respectiveshells.

In operation the carriage is moved back and forth past the saw-bladeposition of the sawing-machine, the carriage supporting the log tobecut.Ihecuttingoperationisperformed iu the forward or feeding movement of thecarriage. In returning the carriage to its initial position to take afresh cut it is desirable that the log be slightly setback or offsetfrom the saw-blade, so that the log will clear the blade in its return.I accomplish this offsetting operation automatically by simple, durable,and effective means having few parts. During the feed of the carriagethe block 34 will be against the stop 38. Upon the return of thecarriage the truck-wheel C will begin to revolve in theoppositedirection, and by reason of the friction devices between it and thescrew 1 the latter will be turned and continue to turn until theopposite block 35 strikes the stop 38, when the disk or shell to whichthe screw is attached will be held against further revolution, causingfrictional slippage between the shell and wheel. The friction substance10, of rawhide or other suitable substance, allows this slippage withoutabrasion of parts,with sufficient resistance maintained to revolve thescrew when the blocks are out of contact with the stop. The screw islaterally unyielding by reason of its connection with the truck-wheel C,which latter is laterally unyielding with relation to the sawbladeposition by reason of its flanges taking against the sides of the track.The carriage-framing supporting the log is, however, laterally movablein its bearings about. the trut'ek-axles, and the screw 1 turning in thenut 16, which is laterally unyielding with relation to that framing,causes the nut to move laterally, carrying the carriage-framing and logwith it away from the saw-blade and allowing the log to clear thesawblade in the return move ment of the carriage. When the motion of thecarriage is again reversed to feed for the next: cut, the reversal ofdirection of revolution of the truck-wheel 0 causes the carriage-framingto return to its initial lateral position with relation to the saw-bladeready for a new out.

In order that both ends of the carriage may move simultaneouslyandequidistantly,Ieonnect the shifting devices by means of a rod 40, sothat if there should be slippage between the track and Wheel of oneshifting device motion to it may be imparted from the other by means ofthe rod. Each end of the rod has a bolt 42 taking through an aperture orhearing in the rod and into the lever. If a long rod is used, I desireto give it support intermediate of its ends at suitable points, so as toprevent buckling or sagging. This I do by means of a swinging arm 51,pivoted about a stud 52, taking into a part 53, attached to the carriageat the desirable point. The stud may have a head 54 and take into anaperture in the part 53 and be secured therein by a set-bolt 55. The armpreferably depends from and swings on the stud. It preferably has abifurcated end 56 and supports a clamp 57 on trunnions 58. Thebifurcated end maybe formed bythe lever proper and a plate 59 attached,thereto by bolts 60, and the clamp may be a two-part clamp connected bybolts 61, with a trunnion on each part taking into bearings respectivelyin the arm proper and plate 59. The clamp 57 takes about the rod, andthe parts are thus constructed for ready assembling, as will be readilyunderstood by reference to the drawings. In the movement of the rod thelevers on the shells and the arms move in unison.

It is sometimes desirable to move the carriage back withoutoifsetting,as when a spike or other obstruction is encountered in the 10 To offsetunder such circumstances would throw the blade from the wheels, becausethe blade is in the midst of a out. For this purpose I provide the arm51 With an upward extension 66, having teeth or a roughened surface orengaging face 62. A brace 63 is pivoted to the carriage-framing at 64.and normally rests on a pin 67. If it is desired to return the carriagewithout offsetting, the brace 63, which preferably has a pawl end 65, isthrown against the engaging face 62, as shown in dotted lines in Fig. 2.hen the carriage is then returned, the levers are m aintained in thepositions they occupy and the offset mechanism is prevented fromoperating. In my improved device all the parts are compact, substantial,and closely related or associated. In prior constructions,where the,

ICC

IIO

shaft was the source of power for the shifting devices, itfrequentlyhappened that the wheel would work loose from its shaft, owing to thegreat twisting strain between the two, and great precaution was requiredto get a substantial connection between the two,which often failed,however, in spite of all care exercised. I avoid these objections andprovide a more substantial structure by obtaining my source of power forthe shifting device direct and solely from theguide-wheel, and I do thisby means of a cam device or screw journaled in the guide truck-wheel andreceiving its power solely therefrom, which communicates its motiondirect to the carriage by means of a nut having a direct substantialconnection with the carriage through a bracket braced above and to theside of the truck-wheel and extending to substantially the horizontalplane of the screw, forming altogether a device few and compact in itsparts,sim ple and durable,easily manipulated, simple and economical inconstruction, easily attached, and convenient in position forattachment, manipulation, attention, or repair. In my improvedconstruction also the shiftin g devices extend to the outside of thetruckwheels and carriage-framing, so that the framing can be madeindependent of regard for the location of the shifting devices withoutdanger of having cross-girths interfere with the operation or locationof the shifting devices, as was so frequently the case in olderconstructions, where the shifting devices were located on the inner spanof the truck-axles. By operating my shifting devices direct from thetruck-wheel and locating them to the outside of the truck-wheel I get acompact construction independent of regard for crossgirths andWlllhllbSlIlftll compass, one that projects but slightly beyond thelongitudinal vertical plane of the carriage and is easily accessible inall its parts.

I claim- 1. A sawmill-carriage having an oifsetting mechanism operatedsolely from truck-wheel.

2. A sawmill-carriage having an offsetting mechanism directly connectedto and operated solely from two or more truck-wheels directlyinterconnected through the offsetting mechanism.

The combination, in a sawmill-carriage, of framing-arranged to slidelaterally upon its axles to and from the saw-blade, of a truckcomprising an axle and wheels, and a shift: ing mechanism connectingwith the framing to move the same laterally and frictionally securedsolely to a truck-wheel for imparting thelateral movement to thecarriage, substantially as described.

4. The combination, in an offset mechanism, ofatruck comprising an axleand wheels, a log-supporting framing laterally slidable on the axle, acam mechanism, with friction devices connecting the latter frictionallysolely with a truck-wheel, a bracket secured to the framing of thecarriage and extendingto the outer side of a wheel, and'a cam mech-.

anism between the plate and framing-for shifti ng the latter,substantially as described.

6. The combination,in an offsetting mech auism, of a truck comprisinganaxleand guide wheel, a framing slidable laterally thereon, cammechanism outside of the guidewheel and frictionally secured thereto,with a transversely unyielding connection between t-he cam mechanism andthe framing,

and withthe friction device between the cam mechanism and the guidewheel, substantially as described.

7. In an ofiset mechanism, the combination of a truck-wheel, a platejournaled thereon I and frictionally secured thereto, a screw on theplate extending outwardly beyond the carriage-framing, a bracket securedto the framing and extending outwardly therefrom, and a nut connectinglaterally unyieldingly with the bracket and taking about the screw andwith the friction device for the plate and wheel located between thescrew and nut and the truck-wheel, constructed and arranged too forshifting the framing, substantially as described. v i

8. In an oifsetmechanism,the combination of a truck-wheel, a platejournaled thereon and frictionally secured thereto, a truck of which thewheel forms apart, a carriage-framing slidable laterally on the truck,with a bearing between the framing and truck, a bracket rigidly securedto the framing, cam mechanism secured to the plate, oppositelyarrangedcam mechanism, a shank therefor, a socket for the shank on the bracket,and constructed and arranged for unyieldingly holding the shanklaterally with relation to the bracket while permitting its movementlongitudinally of the socket, substantially as described.

9. In an ofiset mechanism, the combination of a truck comprising an axleand wheels, a carriage-framing slidable laterally thereon, an annularface on the outer side of the wheel, a shell revoluble upon the face, aretainingplate for the shell, a friction device between the wheel andthe shell, a screw extending from the shell, a nut connecting with thescrew, a bracket secured to the framing, with the not secured to thebracket, constructed and arranged for permitting the shell to normallyrotate with the wheel, and a stop to arrest the rotation of the shell,substantially as described.

10. In an offsetting mechanism, the combi nation of a plurality oftrucks, guide-wheels therefor, a carriage-framin g slidable laterally onthe trucks, annular faces on the outer sides of the wheels, platesrevoluble upon the faces, retaining-plates for the latter plates,friction devices between the Wheels and said latter plates, cammechanisms between the .said latter plates and the framing, leversexouter side of a wheel, a shell revoluble upon l the face, aretaining-plate for the shell, a

friction device between the wheel and the shell, a screw extending fromthe shell, a bracket secured to the framing, a nut conmeeting thebracket with the screw, constructed and arranged for permitting theshell to normally rotate with the wheel, a stop to arrest the rotationof the shell, and a lever extending from each shell, with a rodconnected with each lever, and an arm extending from thecarriage-framing and pivotally connected thereto, intermediate of theshells, and a trunnion-clamp for the rod in the arm, substantially asdescribed.

In testimony whereof I have signed my name hereto in the presence of twosubscribing witnesses.

LOUIS J. HANHART.

